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'R. M cCANN. RAILWAY TRAFFIC CONTROLLING APPARATUS; v APPLICATlON FILED AUG-5, 192b- RENEWED FEB. 27, 1922- I 1,425,993, Patented Aug. 15, 19

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0 MATTORNEK to R. A; mam RAILWAY TRAFFICCONTHOLL-ING APPARATUS; APPLiCATlQN FILED AU G.5, I920- RENEW'ED FEB. 27, 1922- Patented Aug. 15, 1922;

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A. iVIcCANN RAILWAY TRAFFIC CONTROLLING APPARATUS. APPLICATION Hun/was. 1920. RENEWED FEB. 27, 1922.

15 g 93 v. Patented Aug. 15, 1922.

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R. A. McCANN. RAILWAY mmc commune APPARATUS. I APPLICATION FILED AUG. 5, 1920- RENEWED ?EB. 27, 1922- r 1,425,993, Patented Aug. 15, 1922.

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R. A. MCCANN. RAELWAY TRAFHC CONTROLLING APPARATUS} z m x m ,m y m M m X m 1 J A m m a Q a M Q 9M0,

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RONALD A. M cANN, or swissvenn,PENNSYLVANIA, ASSIGNOR To THE UNION SWITCH & SIGNAL COMPANY, on SWISSVALE, PENNSYLVANIA, A CORPORA- TION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-CONTBQLLING APPARATUS.

Specification of Letters Patent.

Patented Aug. 15, 1922.

Continuation of application Serial No. 309,710, fi led m 9, 19 19. This application filed August 5, 1920,

Serial No. 401,431. Renewed February 27,1922.

T 0 all whom it may concern:

Be it known. that I, RONALD A MoCANN, a citizen of theUnited States, residing at Swissvale,,in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traflic-Controlling Apparatus, of which the following is a specification.

My invention relates to railway tra'liic paratus for systems of this character sui able for use on single track over which,

traffic moves in both directions.

The present application is a continuation of my copending application filed July 9, 1919, Serial No. 309,710Qfor railway trailic controlling apparatus, in far as the sub ject matter common to the two is concerned.

One ob'ect of my invention isthe control of the ramps in such manner that. except for certain conditions existing in the neighborhood of passing v in g towards each other will be kept a greater distance apart than two. trains moving in the same direction. 1

I will describeone form of traclm ajapparatus embodying my invention, and will then point out the novel features thereof in claims. I I y In the accompanying drawings, l, 2, 3 and 4- are diagrammatic views showing one form of tracliway apparatus embodying; my invention, it being understood that in complete system is formed lay "placing these views together end to end in the order named. Fig. 5 is a view showing the control limits of the signalsand ramps shown in Figs. 1 to 4. p I Referring now to Figs. 1. to i ot the drawings, the reteren' e characters 2 and 2 designate the track rails of a single track over which tratlic moves inboth. directions. The stretch of track here shown includes two passing sidings A and B. The rails are divided by insulated j0ints-3 "intoa plu rality of track sections 4--5 5+6, 3 27-25%, and each section is provided with a sidings, two trains' 'nfov- Serial No. 539,766. I

track circuit comprising a track battery 6,

toe ra ls ofthe section, and a track relay designated by the reference character T with a suitable exponent.

Traffic along the stretch from west to east is governed by a plurality of roadside signals SQS, S while trafiic along the stretch from east to west is governed by plurality of signalsS, S S Ashere shown, each signal is located adjacent the junction o1 two track sections,

although this exact location is not essential.

The control of these signals will be explained hereinafter; I

Each signal is provided with a ramp which is designatedby the reference character R with the same exponent as that of the corresponding signal. Each ramp is located on the same side of the track as the corresponding signal; that is, all of the ramps which control eastbound trains are shown below the track in the drawing, and all of the ramps which control westbound trains are shown above the track. Each ramp is located a. short distance in advance of its signal, and as here shown, the ramps are arranged in pairs, each pair comprising an eastbound and a westbound ramp; this par-- ticular disposition of the ramps, however, is not essential to my invention.

It is understood that each car or train which" passes along the track is equipped with apparatus which co-operates with the ramps corresponding to the direction in which the car or tram 1s moving, and which causes, at each ramp, a proceed or a stop indication aboard the train accordingas the ramp is energized or (lo-energized. This indication maybe given by means of visual signals on the train, or it may be given by apparatus which controls the brakes of the train; in the latter case a stop indication (a de-energized ramp) means an automatic application of the brakes, and a proceed indication (an energized ramp) means that such automatic application does not occur. Various forms of train carried apparatus which will co-operate with the ramps in the ianner set forth are known in the art, and inasmuch as this apparatus forms no part of my present invention it is not illustrated herein.

Each signal S is controlled by a line relay which is designated by the reference charw re h h me exp ne h of he ie i lli i ich it o trc Each signal is provided with a caution circuit and a proceed circuit. Referring particularly to signal S5, the caution. circuit is from battery 13, through wires 30 and 31, front, point of; contact 32 of line relay A, Wire 33, operating mechanism of signal 8, wire 34, frontipoirit ofcointacit 35, Wires 36, 37 and 91 to battery 13?, The proceed circuit is from battery B through wires'30 and 31, contact 32, wire 38, polariz ed contac't 39 of relay A, wire 40, and thence asbefore to battery B It will be seen that this proceed circuit is closed, only when relay A is energized in such direction as" to close contact 39, which direction I will'ternr the normal energiaation of this relay, as. distinguished from the reverse CllIGCtlOIi of energization wherein the signal indicates cautionlf i i i The control circuits for each of tl ie signals are similar to; those forcsignal S and hence they need not be traced in detail herein.

The controlof the line relays A will be explained hereinafter.

The supply ofcurrent to each ramp R. is controlled by a ramp relayfwhich is designated by the reference character C with the same exponent as that Of the corresponding ramp and signal. Considering ra np R, for e iarnple, theenergizingcircuit is from battery B ,]"through, wires 30 and dl, contact 42, wire 43,1amp Rf", thence through the train carried apparatus when. a train is over the ramp, to rail 2, then through wires 44, 156, 37, and 91, to battery B. Ramp B is energized, then, only when re; layjC is closed.

Relay 0 is provided with a pick-up circuit which passesi'roin battery, B through wire 30, contact 45 operated by signal; S, wire 46, backcontact 4-7 of track rela T wires L8 and 49, winding ofijrelay C and wires and 91 to battery It,- .w ill be seen that this circuit isv closed. only when track relay T is de-energi aed and, signal. S is in the proceed or caution positionjor somewhere between these two positions. RelayC can be picked up then only when a car or train enters track section 10-11 moving towardthe east when a westbound train passes along the: track it places signal S in the stop position before reaching; point 11 as will appearhereinafter, and, consequently, when this train opens track relay T the piclgup, circuit for. relay (7 is openedat contact 45, sot-hat the relay remains deenergized. Relay C is provided with'a holding or stick circuit which passes from battery 13?, through wires 30, andfii, back contact 51 of relay T wire 52, con,- tact 53 of relay C wires 54 and a9, winding of relay C andwires 50 and 91 to,,l at,- tery 13". It willbe seen, therefore, that when the, relay C has been picked up. by an eastbound train in section 10 11, this relay remains closed as long as track relay T is de-energized, that is, as long as any part ofthe train is in section 1112, so that ramp R remains energized until the rear of the train passes point 12. The reason for this stickcontrol of relay C is to keep the ramp R? energized as. long. as any part of the car or train is passing over this ramp,

The control of each ramp R by the corresponding ramp relay is the same as the control just explained for ramp R The pickg and stick circuits for each ramp relay except the stickcircuits for relays C C, C, C, C C, C and C, are the same as thosejust traced for relay Considering ramp relay C as an example ofthis group, the stick circuit includes a back contact 105 of a relay D which relay is merely arepeater for track relay T The circuit for relay D is from battery B through wires 55and 101, winding of relay D wire 102, contact 103 of track relay T and wire 104; to battery B The reason for the insertion of this relay D is that there is no track relay for section 89 at signal S Each other relay D is provided with a, similar circuit.

The line relay A is provided with a circuit which passes from battery B through wire 55, pole-changer P operated by signal S wire 56, contact 57 of track relay T wire 58, contact 59 of track relay T wires 60 and 61, contact 62 of track relay T wire 63, contact 64: of track relay T wire 65, common wire 0, wire 66 (adjacent signal S), wire 67, winding of relay A, wire 68, contact 69 of track relay T wire 70, contact 71 of track relay T9, wire 72, contact 78, of track relay T wire 74, contact 75 of relay D wire 7 6, pole-changer P and wire 77 to battery B So far as this circuit is concerned, then, it will be noted that relay A is controlled by. all; of the track relays for the sections between points 5 and 13, so that signal S wouldbe held in the stop. position by a trainat any place on the track between these two points regardlessof the direction in which such train is moving. This is indicated in Fig. 5 by the solid and dash control line leading from signal S. The circuit for relay A is provided, however, with a shunt around the contacts of track relays T and T, which shunt passes from wire 60, through wire 78, contact 79 of an auxiliary relay X and wires 80 and 81. to the common wire 0; Auxiliary relay is pro vided with a pick-up circuit which passes from. battery 13?, through wire 30, wired-ll.

contact 200 of relay C wires 83, and 84, winding of relay Xi, wire-85, back contact 86 of relay A and wires 87, 37 and 91 to battery B This pick-up circuit can be closed, then, only when ramp relay C is Relay X is provided with a holding" cir cuit which passes from battery B through wires 30 and 88, contact 8901 relay wires 90 and 84, winding of relay X, wire 85, back contact 86 of relay A, and wires 87, 37, and 91 to batteryB When relay X has been closed, then, it will remain closed as long as line relay A remains open.

It will be, seen from the foregoing that when a train moving toward the east passes point 11, the circuit for line relay A becomes closed whereupon signal S will move to the caution or; to theproceed position depending upon the position of polechanger P This is indicated in Fig. 5 by the solid portion of the control line leading from signal S. Pole-changer P is in such position as'to energize relay A in the normal direction when signal S indicates caution or proceed, and in the reverse direction when the signal S indicates stop.

Inasmuch as the ramp" relay C can become closed only when signal S is in the caution or proceed position, that. is, only when line relay Aisenergized, it follows that ramp R- is held in the de-energized condition by aneastboun'd train "until the rear end of such train has passed point 11, whereas when a' westbound train, passes along the. track, this ramp cannot become energized'after the front end'of such train has passed. point 13. Inother words, the control limits for ramp R are the same as those for signal 'S, and so they are as in dicatedby the control linefor signal S in Fig.5.

To express the-foregoing in another way, signal S'is held at stop and ramp R is held deenergized by an eastbound train up to point 11, and by a westbound train from point13. An auxiliary relay similar to is pro vided for each u, of the. following signals: 8 S S ,811,8 and S1 The circuits for auxiliary relays X X and X, are similar to those traced hereinbefore for relay X The stick circuits for relays X X X and'X, however, are controlled by back contacts of the corresponding D relays,

for the reason that there is no track relay tact 100 of auxiliary relay X 'lay D wire 120, contact 121 of track relay train is passing along the track, signal 8 it asses signal S.

relay T contact 97 of relay T contact 93 ofrelay T and contact 99 of relay T. This circuit is also controlled by polechanger P 1 operated by signal S, and it is provided with a shunt around contacts 98 and 99, which shunt is controlled by con- It follows, then, that signal S and ramp R are controlled up to point 23 for eastbound movements, and up to point 25 for westbound 7 movements, asindicated in Fig. 5.

The circuit for line relay Aflwhich controls signal S is from battery 13", through wire 106, pole-changer P wire 107 contact 108 of track relay T wire 109, contact 110 of track relay T wires 111 and 112, contact 113 of relay D Wire 1141-, contact 115 of track relay T wire 116, contact 117 of track relay T wire 118, contact 119 of re- T wire 122, commonwire 0, wires 123 and 124, (adjacent signal S), winding of relay A wire 125, contact 126 of relay D wire 127, back contact 128 of relay X wire 129, contact 129 oftrack relay T wire 130, contact 131 of track relay T wire 132, contact 133 of relay T", wire 134, polech'anger P, and wire 106 to battery B This circuit is provided with a shunt around the contacts of relays D1 T T, T and D, which shunt is from wire 111 through wire 1355, contact 1360f relay X and wires 137 and 138, to common wire 0. It will be seen, therefore, that while an eastbound is held at stop and ramp R is kept de-energized until'the train passes signal S (that is, point 20); but that when a westbound train passes along the track, signal S is placed at stop when the train passes point 5 25 and ramp R is kept de-energized from the time a train'passes this latter point until These control limits are indicated more clearlyin Fig. 5. I

"The circuit for line relay A is from bat- 0 tery B through wire 139, pole-changer P 'wire 140, contact 141 of relay T wire 142,

contact 143 of relay T wire 144 contact 175 of track relay T wire 144, common wire 0, wires 81 and 145, winding of relay A wire 146, contact 147 of track relay T wire 148, contact 149 of relay T wire 150, contact 151 of relay T wire 152, contact 153 of relay D wire 154, polechanger P and wire 155 to battery B therefore, that. signal S and ramp R are controlled up to signal S hthat is, up to point 18, by train movements in both directions. This is shown more clearly in Fig. 5.

The circuit for relay A is from battery B throughwires 91, 37 and 156, polechanger P wire 157, contact 158 of track relay T Wire 65, common wire 0, wire 159, (adjacent signal S winding of relay A wire 160, contact 161 of relay T wire 162,

It will be seen, v120 contact 168 of relay T, Wire 164, contact 1651 of relay T Wire 166, Wire 167, contact 168 of relay [1 wire 169, contact 170 1 track relay T w'ire 171, pole-changer P and Wire 30 to battery 13. This circuit is provided with a branch around contact 168 of relay A which branch passes from wire 166, through 172, contact 173 of relay X and Wire 17 1 to Wire 169.

Inasmuch as relay A is thus normally controlled byrelay A, and relay A is controlled up to point 18, it follows'that when relay X is open, signal S and ramp R are likewise controlled up to point 18. This, then, is the control limit of these devices during passage of a Westbound train. An eastbound train, however, closes relay X as it passes signal S so that during a movenient'in thisdirection signal S and ramp R are controlled only up to point '13. These control limits are more clearly indicated in Fig. 5.

The control of the signals and ramps governing Westbound trains is identical to the control of the eastbound signals andramps hereinbefore explained. That is, signal S and ramp R are controlled in the same manner as signal S and ramp R and the same thing is true of signal S and ramp R Signal S and ramp R are controlled in the same manner as signal S and ramp R except that the first track section in the rear of S is included in the normal control of S Whereas a corresponding section in the rear of S is not'included' in the controlof S Signal S and ramp R are controlled in the same manner as signal S and ramp R oi-"signa l S and ramp R Signal S and ramp R are controlled in the same manner as signal S and ramp R Before'explaining theoperation of the system as a Whole, it should'be pointed out that the distance between each two adjacent pairs of ramps is at least equal to the maximum braking distance for all cars or trains.

The operation is as follows:

Assuming that an eastbound car or train enters track section 4;-5, it is, of course, apparent that this train has already placed signals S ,S and S in the stop position, and that the ramps corresponding to these signals are kept in the de-energized condition. As the train enters section 56, the opening ,oftrack relay T places signal S at stop. No change in the condition of the apparatus occurs thereafter until the train passes signal S except that signal S returns to the proceed position When the rear end'o'f the train passes point 6. lVhen the train passes signal S the opening of track relay T causes signal S to move to the stop position, but signal S is still held at stop, so that ramp rail R is held in the de-energized condition.- The opening of track relay T also causes signals S and iaetjsee S to move a; the stop position, we so prevents ramp R or ramp R from being energized by a Westbound train. the train passes signal S thissignal goes to stop and the circuit for relay A closes. Signal S is still in the stop position, how ever, so that relay A is energized in the reverse direction'whereby signal S, moves only to the caution position. As the train passes sign'alS this signal returns to the proceed position, and as the train passes point 13, the relay A? which controls signal S becomes energized. Signal' Sf moves only to the caution position, however, be eause signal S is at stop, but this movement of signal S reverses pole changer P so that signal S moves to the proceed position. The entrance o f'thetrain' into section 13-140mm the circuit for relay A so that signal S moves to the'sto p po sition, and the subsequent entrance of the train into section 14-15 opens the circuit for relay A so that signal S moves to the stop position. Signal S is, of course, placed at stop as it is passed by'tl1e tr'ain, and as thetrain passes point 15, signal S? returns to the proceed position. No further change occurs until the train passes point 17, whereupon sigma-1S placed at stop; lVhen the train passes point '18 the circuit for relay A becomes closed, but, signal 'S being at stop, signal S moves only to the caution position. Signal S? returns to aroceed, however, as also does signal S W hen the train reaches point 20, the circuit: for relay A becomes closed, but signallSl moves only to the caution position, because signal S is at stop. Signal S, of course, moves to the stop position When the train reaches this point, and signal S is placedat stop. at point 21, signal S returns toth'e'pro. ceed position at point 23, sig1 1al S returns to the caution position'and signal'13 moves tothe stop position. At point 24, signal S returns tothe proceed position, and'at point 26 signalS moves to'the stop position. Signal S of course, returns to the proceed position as thetrai'n passes ppint 27. The operation ofthe system during the movement of Westbound train Will be understood from the foregoing Without detailed explanation. r I will now 'as'sumethat an eastbound train occupies track'sec'tion 9 10'. This train holds signal S in the stop position, and preventsranip R from beingenergized. Itt' a following eastbound train, then, should pass signal S is would incur a brake application at ramp R which is more than the maximum braking distance in the rear of the first train. This train is absolutely protected, therefore, from 'arear-end collision. I will now: assnmethat an' eastbound train passes S at full speed atthe same time that a West-boundtrain passes signal S also at full speed. The eastbound train prevents ramp R from becoming energizedarid the westbound train prevents ramp R from be-- time. If two trains approaching each other,

pass signals S and S at the same time, the eastbound train will receive a brake ap plication at ramp R and the westbound train will receive a brake application at ramp B because signal S is placed at stop by the entrance of the eastbound train into section 8-9. Both trains will, then, be brought to a stop before they can collide. The same condition exists when trains aparoaching each other pass si 'nals S and 3 at the same time, signals and ti at the same time, and signals S and S at the same time.

Although I have herein shown and described only one form of trackway apparatus embodying my invention, it is under-' stood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a stretch of railway track over which traffic moves in both directions, two signals governing movements in opposite directions along said track and separated by at least double maximum braking distance, train-controlled means including track circuits for placing both of said signals at stop when a train enters the portion of track between said signals and for holding the signal at the exit end at stop until the train leaves said portion, means for permitting the other signal to return to a proceed indication when the train has passed a point between said signals, a tram controlling ramp adjacent each signal, and

means for preventing energization of each 7 ramp when the adjacent signal indicates stop.

2. In combination, a stretch of railway track over which traffic moves in both directions, two train-controlling ramps separated by at least double maximum braking distance, train controlled means including track circuit for preventing either of said ramps from becoming energized after a train enters the portion of track between said ramps and for keeping the ramp at the exit end deenergized until the train leaves such portion, a stick relay for each ramp, means controlled by atrain entering said portion of track for energizing the stick relay for the ramp at the entering end and forkeeping it energized until the train has passed such ramp, and means for permitting the ramp at the entering end of said portion oftrack to become energized when a train has passed a given pointbetween said ramps.

8. In combination, a stretch of railway track over which traiiic moves in both directions, a plurality of pairs of train-controlling ramps located along said track at intervals at least equal to maximum braking distance, the two ramps of each pair being arranged for co-operation with trains moving in opposite directions. respectively, means controlled by a train moving in either direction for preventing energization of each co-operating ramp immediately after it passes such ramp, and for preventing enervgization of at least twoopposing ramps in advanceof the train, and means controlled by a train after passing each pair of ramps for permitting energization of the co-oper-' ating ramp of the pair next in the rear.

4. In combination, two successive blocks of a railway track, a train-controlling ramp for each block for co-operation with a train moving in one direction, a line relay for each ramp, track circuits for the blocks,

incans for controlling the line relay for the forward block by. the track circuits for such block, means for controlling the line relay for the rear block by. the track circuits for such block and by the line relay for the forward block, a "stick relay for removing the line relay for the rearblock from control by the line relay for the forward block, and means controlled by a train passing through said blocks in said direction for closing said stick relay and holding it closed at least until the train leaves the forward block, said last-mentioned means being ineffective to close said stick relay when a train passes through said blocks in the opposite direction.

In testimony whereof I aifix my signature in presence of two witnesses.

I RONALD A. MoCANN. 

